• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.4
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• pp.401-406
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• 2010

Vessel Operator has been navigating with subjective sate distance in accordance with night & daytime, fore & aft, port & stbd abeam and visibility situation. This sate distances may different depending on inside & outside harbor limit, current, wind and visibility situation. By now, the concept of proper sate distance between navigating vessels has been adopted in Korea, using the early 1980's foreign data. And the safe distance is being used with the same value without any consideration of inside & outside harbor and the kind of vessel. So it is necessary to evaluate or search proper distance concept based on different sate consciousness of Korean manners. This paper aims to develop the basic model for marine traffic evaluation and the new model of marine traffic congestion. Also this paper proposes the basic control guideline of vessel traffic service center. The result of this study showed that minimum sate distance should be 4.4L forward, 3.1L aft and 26L abeam in case of good visibility in daytime, considering various parameters such as visibility, day and night. Some differences Here found between the existing minimum sate distance and the new minimum sate distance derived from the result of this study.

• Industrial Engineering and Management Systems
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• v.12 no.1
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• pp.9-15
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• 2013

An inverse minimum spanning tree problem makes the least modification on the edge weights such that a predetermined spanning tree is a minimum spanning tree with respect to the new edge weights. In this paper, the concept of uncertain ${\alpha}$-minimum spanning tree is initiated for minimum spanning tree problem with uncertain edge weights. Using different decision criteria, two uncertain programming models are presented to formulate a specific inverse minimum spanning tree problem with uncertain edge weights involving a sum-type model and a minimax-type model. By means of the operational law of independent uncertain variables, the two uncertain programming models are transformed to their equivalent deterministic models which can be solved by classic optimization methods. Finally, some numerical examples on a traffic network reconstruction problem are put forward to illustrate the effectiveness of the proposed models.

• 제어로봇시스템학회:학술대회논문집
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• 2005.06a
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• pp.1846-1850
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• 2005

This paper presents a constrained-based routing (CBR) algorithm called, Dynamic Possible Path per Link (D-PPL) routing algorithm, for MultiProtocol Label Switching (MPLS) networks. In MPLS on-line routing, future traffics are unknown and network resource is limited. Therefore many routing algorithms such as Minimum Hop Algorithm (MHA), Widest Shortest Path (WSP), Dynamic Link Weight (DLW), Minimum Interference Routing Algorithm (MIRA), Profiled-Based Routing (PBR), Possible Path per Link (PPL) and Residual bandwidth integrated - Possible Path per Link (R-PPL) are proposed in order to improve network throughput and reduce rejection probability. MIRA is the first algorithm that introduces interference level avoidance between source-destination node pairs by integrating topology information or address of source-destination node pairs into the routing calculation. From its results, MIRA improves lower rejection probability performance. Nevertheless, MIRA suffer from its high routing complexity which could be considered as NP-Complete problem. In PBR, complexity of on-line routing is reduced comparing to those of MIRA, because link weights are off-line calculated by statistical profile of history traffics. However, because of dynamic of traffic nature, PBR maybe unsuitable for MPLS on-line routing. Also, both PPL and R-PPL routing algorithm we formerly proposed, are algorithms that achieve reduction of interference level among source-destination node pairs, rejection probability and routing complexity. Again, those previously proposed algorithms do not take into account the dynamic nature of traffic load. In fact, future traffics are unknown, but, amount of previous traffic over link can be measured. Therefore, this is the motivation of our proposed algorithm, the D-PPL. The D-PPL algorithm is improved based on the R-PPL routing algorithm by integrating traffic-per-link parameters. The parameters are periodically updated and are dynamically changed depended on current incoming traffic. The D-PPL tries to reserve residual bandwidth to service future request by avoid routing through those high traffic-per-link parameters. We have developed extensive MATLAB simulator to evaluate performance of the D-PPL. From simulation results, the D-PPL improves performance of MPLS on-line routing in terms of rejection probability and total throughput.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.27 no.4C
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• pp.308-315
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• 2002

Guaranteed frame rate (GFR) service has been defied to provide minimum cell rate (MCR) guarantees for virtual connections (VCs) carrying Internet traffic in ATM networks and allow them to fairly share residual bandwidth. The simplest switch implementation mechanism to support the GFR service in ATM networks consists of the frame-based generic cell rate algorithm (F-GCRA) frame classifier and the early packet discard (EPD)-like buffer acceptance algorithm in a single FIFO buffer. This mechanism is simple, but has foiled to guarantee the same bandwidth as an MCR to a VC that has reserved a relatively large MCR. This paper applies the packet spacing scheme to TCP traffic to alleviate its burstness, so as to guarantee a larger MCR to a VC. In addition, the random early detection (RED) scheme is added to the buffer acceptance algorithm in order to improve fairness in use of residual bandwidth. Simulation results show that the applied two schemes improve a quality of service (QoS) in the GFR service for the TCP traffic.

• International Journal of Highway Engineering
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• v.16 no.4
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• pp.119-126
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• 2014

PURPOSES: Used in transportation planning and traffic engineering, almost traffic simulation tools have input variable values optimized by overseas traffic flow attribution because they are almost developed in overseas country. Thus, model calibration appropriated for internal traffic flow attribution is needed to improve reliability of simulation method. METHODS : In this study, the traffic flow model calibration is based on expressways. For model calibration, it needs to define each expressway link according to attribution, thus it is classified by design speed, geometric conditions and number of lanes. And modified greenshield model is used as traffic flow model. RESULTS : The result of the traffic model calibration indicates that internal congested density is lower than overseas. And the result of analysis according to the link attribution indicates that the more design speed and number of lanes increase, the lower the minimum speed, the higher the congested density. CONCLUSIONS: In the traffic simulation tool developed in overseas, the traffic flow is different as design speed and number of lanes, but road segment don't affect traffic flow. Therefore, these results need to apply reasonably to internal traffic simulation method.

• KSII Transactions on Internet and Information Systems (TIIS)
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• v.3 no.2
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• pp.134-146
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• 2009

Traffic classification seeks to assign packet flows to an appropriate quality of service(QoS) class based on flow statistics without the need to examine packet payloads. Classification proceeds in two steps. Classification rules are first built by analyzing traffic traces, and then the classification rules are evaluated using test data. In this paper, we use self-organizing map and K-means clustering as unsupervised machine learning methods to identify the inherent classes in traffic traces. Three clusters were discovered, corresponding to transactional, bulk data transfer, and interactive applications. The K-nearest neighbor classifier was found to be highly accurate for the traffic data and significantly better compared to a minimum mean distance classifier.

• Proceedings of the Korean Operations and Management Science Society Conference
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• 2004.10a
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• pp.3-7
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• 2004

There are some limitations in the analysis and evaluation for area traffic control systems. The area traffic is consist of several intersections interconnected which are very complicated and many traffic strategy are adopted for the control system. This paper features an effective area traffic control system by High Level Architecture(HLA) which is a new developed simulation tool. In this paper, we discuss the design of HLA-based area traffic control simulation. We describe technical motivations for the HLA, the key elements of the architecture and how they are minimum and essential to the goal of reuse and interoperability in simulation arena.

• Journal of the Korean Operations Research and Management Science Society
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• v.28 no.2
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• pp.75-89
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• 2003

Media Access Control (MAC) Protocol in IEEE 802.11 Wireless LAN standard supports two types of services, synchronous and asynchronous. Synchronous real-time traffic is served by Point Coordination Function (PCF) that implements polling access method. Asynchronous nonreal-time traffic is provided by Distributed Coordination Function (DCF) based on Carrier Sense Multiple Access with Collision Avoidance (CSMA/CA) protocol. Since real-time traffic is sensitive to delay, and nonreal-time traffic to error and throughput, proper traffic scheduling algorithm needs to be designed. But it is known that the standard IEEE 802.11 scheme is insufficient to serve real-time traffic. In this paper, real-time traffic scheduling and admission control algorithm is proposed. To satisfy the deadline violation probability of the real time traffic the downlink traffic is scheduled before the uplink by Earliest Due Date (EDD) rule. Admission of real-time connection is controlled to satisfy the minimum throughput of nonreal-time traffic which is estimated by exponential smoothing. Simulation is performed to have proper system capacity that satisfies the Quality of Service (QoS) requirement. Tradeoff between real-time and nonreal-time stations is demonstrated. The admission control and the EDD with downlink-first scheduling are illustrated to be effective for the real-time traffic in the wireless LAN.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.18 no.6
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• pp.262-274
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• 2019

The purpose of this study is to estimate the minimum proportion of probe vehicles for obtaining expressway traffic information using VISSIM, a micro traffic simulation model, between Yongin IC and Yangji IC on Yeongdong Expressway. 7,200 scenarios were created for the experiment, and 40 scenarios were adopted using the Latin hypercube sampling method because it was difficult to perform all the scenarios through experiments. The reliability of the experiment was improved by adding a situation when the general situation and the accident situation exist. In the experiments, the average travel time of probe vehicles at different market penetration rates were compared with the average travel time of the entire vehicles. As a result, the minimum market penetration rate of probe vehicles for obtaining expressway traffic information was found to be 45%. In addition, it is estimated that 25% market penetration rate of probe vehicle can meet 70% of traffic situations in accident scenario.

• Journal of KIISE:Information Networking
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• v.32 no.2
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• pp.134-146
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• 2005

Research about QoS in the ad-hoc networks for stable service of various applications has been needed as the expectation about the realization of the ad-hoc networks grows bigger. Existing researches about QoS in the ad-hoc network had the problems which can not guarantee the quantitative services or create the overhead. In this paper, we propose a novel algorithm of QFAN(QoS Framework for Ad-hoc Networks) the framework to resolve such problems and considered application of the proposed algorithm into the ad-hoc networks. Our model can guarantee the minimum bandwidth of the real-time traffic as minimized the overhead. And, disproportionate distribution of bandwidth problem can resolve by the proposed algorithm through the fair share between real-time traffic and best-effort traffic about available bandwidth. We design both the TiRe(Tiny Reservation) and the ADR(Adaptive Drop Rate) control algorithm to apply the proposed QFAN. Using simulation, we confirm fair share of available bandwidth between real-time traffic and best-effort traffic as guarantee minimum required bandwidth of real-time traffic.